High-efficiency linear combustion engine

ABSTRACT

Various embodiments of the present invention are directed toward a linear combustion engine, comprising: a cylinder having a cylinder wall and a pair of ends, the cylinder including a combustion section disposed in a center portion of the cylinder; a pair of opposed piston assemblies adapted to move linearly within the cylinder, each piston assembly disposed on one side of the combustion section opposite the other piston assembly, each piston assembly including a spring rod and a piston comprising a solid front section adjacent the combustion section and a gas section; and a pair of linear electromagnetic machines adapted to directly convert kinetic energy of the piston assembly into electrical energy, and adapted to directly convert electrical energy into kinetic energy of the piston assembly for providing compression work during the compression stroke.

REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/390,431 filed Dec. 23, 2016, which is a continuation of U.S. patentapplication Ser. No. 14/964,463 filed Dec. 9, 2015, now U.S. Pat. No.9,567,898, which is a continuation of U.S. patent application Ser. No.14/160,359 filed Jan. 21, 2014, which is a continuation of U.S. patentapplication Ser. No. 13/298,206 filed Nov. 16, 2011, now U.S. Pat. No.8,662,029, which is a continuation-in-part of U.S. patent applicationSer. No. 13/102,916, filed May 6, 2011, now U.S. Pat. No. 8,453,612,which is a continuation-in-part of U.S. patent application Ser. No.12/953,277, now U.S. Pat. No. 8,413,617, and Ser. No. 12/953,270 filedNov. 23, 2010, the contents of which are incorporated herein byreference in their entireties.

FIELD OF THE INVENTION

The present invention relates to high-efficiency linear combustionengines and, more particularly, some embodiments relate tohigh-efficiency linear combustion engines capable of reaching highcompression/expansion ratios by utilizing a free-piston enginearchitecture in conjunction with a linear electromagnetic machine forwork extraction and an innovative combustion control strategy.

DESCRIPTION OF THE RELATED ART

Engine power density and emission have improved over the past 30 years;however overall efficiency has remained relatively constant. It is wellknown in the engine community that increasing the geometric compressionratio of an engine increases the engine's theoretical efficiency limit.Additionally, increasing an engine's geometric expansion ratio such thatit is larger than its compression ratio increases its theoreticalefficiency limit even further. For the sake of brevity, “compressionratio” and “expansion ratio” is used to refer to “geometric compressionratio” and “geometric expansion ratio,” respectively.

FIG. 1 (prior art) shows the theoretical efficiency limits of two cyclescommonly used in internal combustion engines—Otto and Atkinson. Inparticular, FIG. 1 is a comparison between the ideal efficiencies of theOtto and Atkinson cycles as functions of compression ratio. The modelassumptions include: (i) the pressure at bottom-dead-center (“BDC”) isequal to one atmosphere; and (ii) premixed, stoichiometric, ideal gasmethane and air including variable properties, dissociated products, andequilibrium during expansion.

As shown in FIG. 1, the theoretical efficiency limits for both cyclesincrease significantly with increasing compression ratio. The ideal Ottocycle is broken down into three steps: 1) isentropic compression, 2)adiabatic, constant volume combustion, and 3) isentropic expansion tothe original volume at BDC. The expansion ratio for the Otto cycle isequal to its compression ratio. The ideal Atkinson cycle is also brokendown into three steps: 1) isentropic compression, 2) adiabatic, constantvolume combustion, and 3) isentropic expansion to the original BDCpressure (equal to one atmosphere in this example). The expansion ratiofor the Atkinson cycle is always greater than its compression ratio, asshown in FIG. 1. Although the Atkinson cycle has a higher theoreticalefficiency limit than the Otto cycle for a given compression ratio, ithas a significantly lower energy density (power per mass). In actualapplications, there is a trade-off between efficiency and energydensity.

Well-designed/engineered engines in the market today typically achievebrake efficiencies between 70-80% of their theoretical efficiencieslimits. The efficiencies of several commercially available engines areshown in FIG. 2 (prior art). Specifically, FIG. 2 is a comparisonbetween the ideal Otto cycle efficiency limit and several commerciallyavailable engines in the market today. The model assumptions includepremixed, stoichiometric, ideal gas propane and air including variableproperties, dissociated products, and equilibrium during expansion. Theeffective compression ratio is defined as the ratio of the density ofthe gas at top-dead-center (“TDC”) to the density of the gas at BDC. Theeffective compression ratio provides a means to compare boosted enginesto naturally aspirated engines on a level playing field. In order for asimilarly well-designed engine to have brake efficiencies above 50%(i.e., at least 70% of its theoretical efficiency) an engine operatingunder the Otto cycle must have a compression greater than 102 and anengine operating under the Atkinson cycle must have a compression ratiogreater than 14, which corresponds to an expansion ratio of 54, asillustrated in FIG. 1.

It is difficult to reach high compression/expansion ratios (above 30) inconventional, slider-crank, reciprocating engines (“conventionalengines”) because of the inherent architecture of such engines. Adiagram illustrating the architecture of conventional engines and issuesthat limit them from going to high compression ratios. is shown in FIG.3 (prior art). Typical internal combustion (“IC”) engines havebore-to-stroke ratios between 0.5-1.2 and compression ratios between8-24. (Heywood, J. (1988). Internal Comhustion Engine Fundamentals.McGraw-Hill). As an engine's compression ratio is increased whilemaintaining the same bore-to-stroke ratio, the surface-to-volume ratioat top-dead-center (TDC) increases, the temperature increases, and thepressure increases. This has three major consequences: 1) heat transferfrom the combustion chamber increases, 2) combustion phasing becomedifficult, and 3) friction and mechanical losses increase. Heat transferincreases because the thermal boundary layer becomes a larger fractionof the overall volume (i.e., the aspect ratio at TDC gets smaller). Theaspect ratio is defined as the ratio of the bore diameter to the lengthof the combustion chamber. Combustion phasing and achieving completecombustion is difficult because of the small volume realized at TDC.Increased combustion chamber pressure directly translates to increasedforces. These large forces can overload both the mechanical linkages andpiston rings.

While free-piston internal combustion engines are not new, they havetypically not been utilized or developed for achievingcompression/expansion ratios greater than 30:1, with the exception ofthe work at Sandia National Laboratory. See, U.S. Pat. No. 6,199,519.There is a significant amount of literature and patents around freepiston engines. However, the literature is directed toward free pistonengines having short stroke lengths, and therefore having similar issuesto reciprocating engines when going to high compression/expansionratios—i.e., combustion control issues and large heat transfer losses.Free-piston engine configurations can be broken down into threecategories: 1) two opposed pistons, single combustion chamber, 2) singlepiston, dual combustion chambers, and 3) single piston, singlecombustion chamber. A diagram of the three common free-piston engineconfigurations is shown in FIG. 4 (prior art). Single piston, dualcombustion chamber, free-piston engine configurations are limited incompression ratio because the high forces experienced at highcompression ratios are not balanced, which can cause mechanicalinstabilities.

As noted above, several free-piston engines have been proposed in theresearch and patent literature. Of the many proposed free-pistonengines, there are only several that have been physically implemented(to our knowledge). Research by Mikalsen and Roskilly describes thefree-piston engines at West Virginia University. Sandia NationalLaboratory, and the Royal Institute of Technology in Sweden. MikalsenR., Roskilly A. P. A review of free-piston engine history andapplications. Applied Thermal Engineering, 2007; 27:2339-2352. Otherresearch efforts are reportedly ongoing at the Czech TechnicalUniversity (http://www.lceproject.org/en/) INNAS BV in the Netherlands(http://www.innas.com/) and Pempek Systems in Australia(http://www.freepistonpower.com). All of the known, physicallyimplemented free-piston engines have short stroke lengths, and thereforehave similar issues to reciprocating engines when going to highcompression/expansion ratios—i.e., combustion control issues and largeheat transfer losses. Additionally, all of the engines except theprototype at Sandia National Laboratory (Aichlmayr, H. T., Van Blarigan,P. Modeling and Experimental Characterization of a Permanent MagnetLinear Alternator for Free-Piston Engine Applications ASME EnergySustainability Conference San Francisco Calif., Jul. 19-23 2009) and theprototype developed by OPOC (International Patent Application WO03/078835) have single piston, dual combustion chamber configurations,and are therefore limited in compression ratio because the high forcesexperienced at high compression ratios are not balanced, which causesmechanical instabilities.

Given the inherent architecture limitations of conventional enginesdescribed above, several manufacturers have attempted, and arecontinuing attempts, to increase engine efficiency by going to higheffective compression ratios through the use of turbo- orsuper-chargers. Boosting an engine via a turbo- or super-chargerprovides a means to achieve a high effective compression ratio whilemaintaining the same geometric compression ratio. Boosting an enginedoes not avoid the issues caused by the higher-than-normal pressures andforces experienced at and near TDC. Therefore, the forces can overloadboth the mechanical linkages within the engine (piston pin, piston rod,and crankshaft) causing mechanical failure and the pressure-energizedrings causing increased friction, wear, or failure. Boosting an enginealso typically leads to larger heat transfer losses because the timespent at or near TDC (i.e., when the temperatures are highest) is notreduced enough to account for the higher-than-normal temperaturesexperienced at or near TDC.

BRIEF SUMMARY OF EMBODIMENTS OF THE INVENTION

Various embodiments of the present invention provide high-efficiencylinear combustion engines. Such embodiments remedy the issues thatprohibit conventional engines from reaching high compression/expansionratios by utilizing a free-piston engine architecture in conjunctionwith a linear electromagnetic machine for work extraction and aninnovative combustion control strategy. The invention disclosed hereinprovides a means to increase the thermal efficiency of internalcombustion engines to above 50% at scales suitable for distributedgeneration and/or hybrid-electric vehicles (5 kW-5 MW).

One embodiment of the invention is directed toward a linear combustionengine, comprising: a cylinder having a cylinder wall and a pair ofends, the cylinder including a combustion section disposed in a centerportion of the cylinder; a pair of opposed piston assemblies adapted tomove linearly within the cylinder, each piston assembly disposed on oneside of the combustion section opposite the other piston assembly, eachpiston assembly including a spring rod and a piston comprising a solidfront section adjacent the combustion section and a hollow back sectioncomprising a gas spring that directly provides at least some compressionwork during a compression stroke of the engine; and a pair of linearelectromagnetic machines adapted to directly convert kinetic energy ofthe piston assembly into electrical energy, and adapted to directlyconvert electrical energy into kinetic energy of the piston assembly forproviding compression work during the compression stroke; wherein theengine includes a variable expansion ratio greater than 50:1.

Another embodiment of the invention is directed toward a linearcombustion engine, comprising: a cylinder having a cylinder wall and acombustion section disposed at one end of the cylinder; a pistonassembly adapted to move linearly within the cylinder including a springrod and a piston comprising a solid front section adjacent thecombustion section and a hollow back section comprising a gas springthat directly provides at least some compression work during acompression stroke of the engine; and a linear electromagnetic machineadapted to directly convert kinetic energy of the piston assembly intoelectrical energy, and adapted to directly convert electrical energyinto kinetic energy of the piston assembly for providing compressionwork during the compression stroke; wherein the engine includes avariable expansion ratio greater than 50:1.

Other features and aspects of the invention will become apparent fromthe following detailed description, taken in conjunction with theaccompanying drawings, which illustrate, by way of example, the featuresin accordance with embodiments of the invention. The summary is notintended to limit the scope of the invention, which is defined solely bythe claims attached hereto.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention, in accordance with one or more variousembodiments, is described in detail with reference to the followingfigures. The drawings are provided for purposes of illustration only andmerely depict typical or example embodiments of the invention. Thesedrawings are provided to facilitate the reader's understanding of theinvention and shall not be considered limiting of the breadth, scope, orapplicability of the invention. It should be noted that for clarity andease of illustration these drawings are not necessarily made to scale.

FIG. 1 (prior art) is a chart illustrating the theoretical efficiencylimits of two cycles commonly used in internal combustion engines.

FIG. 2 (prior art) is a chart comparing the ideal Otto cycle efficiencylimit and several commercially available engines in the market today.

FIG. 3 (prior art) is a diagram illustrating the architecture ofconventional engines and issues that limit them from going to highcompression ratios.

FIG. 4 (prior art) is a diagram of the three common free-piston engineconfigurations.

FIG. 5 is a chart illustrating a comparison between experimental datafrom the prototype at Stanford University and the ideal Otto cycleefficiency limit.

FIG. 6 is a cross-sectional drawing illustrating a two-piston,two-stroke, integrated gas springs embodiment of an internal combustionengine, in accordance with the principles of the invention.

FIG. 7 is a diagram illustrating the two-stroke piston cycle of thetwo-piston integrated gas springs engine of FIG. 6.

FIG. 8 is a cross-sectional drawing illustrating a two-piston,four-stroke, integrated gas springs embodiment of an internal combustionengine, in accordance with the principles of the invention.

FIG. 9 is a diagram illustrating the four-stroke piston cycle of thetwo-piston integrated gas springs engine of FIG. 8, in accordance withthe principles of the invention.

FIG. 10 is a cross-sectional drawing illustrating an alternativetwo-piston, two-stroke, single-combustion section, fully integrated gassprings and linear electromagnetic machine engine, in accordance withthe principles of the invention.

FIG. 11 is a cross-sectional drawing illustrating an alternativetwo-piston, two-stroke, single-combustion section, separated gas springsengine, in accordance with the principles of the invention.

FIG. 12 is a cross-sectional drawing illustrating a single-piston,two-stroke, integrated gas springs engine, in accordance with theprinciples of the invention.

FIG. 13 is a diagram illustrating the two-stroke piston cycle of thesingle-piston, two-stroke, integrated gas springs engine of FIG. 12, inaccordance with the principles of the invention.

FIG. 14 is a cross-sectional drawing illustrating a single-piston,four-stroke, integrated gas springs engine, in accordance with theprinciples of the invention.

FIG. 15 is a diagram illustrating the four-stroke piston cycle of thesingle-piston, two-stroke, integrated gas springs engine of FIG. 14, inaccordance with the principles of the invention.

FIG. 16 is a cross-sectional drawing illustrating another single-piston,two-stroke, single-combustion section, fully integrated gas springs andlinear electromagnetic machine engine, in accordance with the principlesof the invention.

FIG. 17 is a cross-sectional drawing illustrating another single-piston,two-stroke, single-combustion section, separated gas springs engine, inaccordance with the principles of the invention.

FIG. 18 is a cross-sectional view illustrating a single-piston,two-stroke version of the IIGS architecture in accordance with anembodiment of the invention.

FIG. 19 is a cross-sectional view illustrating an embodiment of a gasspring rod in accordance with the principles of the invention.

FIG. 20 is a cross-sectional view illustrating a two-piston, two-strokeversion of the IIGS engine in accordance with an embodiment of theinvention.

The figures are not intended to be exhaustive or to limit the inventionto the precise form disclosed. It should be understood that theinvention can be practiced with modification and alteration, and thatthe invention be limited only by the claims and the equivalents thereof.

DETAILED DESCRIPTION OF THE EMBODIMENTS OF THE INVENTION

The present invention is generally directed toward high-efficiencylinear combustion engines capable of reaching high compression/expansionratios by utilizing a free-piston engine architecture in conjunctionwith a linear electromagnetic machine for work extraction and aninnovative combustion control strategy.

A single-shot, single-piston, prototype has been built and operated atStanford University. This prototype demonstrates concept feasibility andachieves indicated-work efficiencies of 60%. A plot of certainexperimental results is shown in FIG. 5. In particular, FIG. 5 is achart illustrating a comparison between experimental data from theprototype at Stanford University and the ideal Otto cycle efficiencylimit. The model assumptions are as follows: 0.3 equivalence ratio,diesel #2 and air including variable properties, dissociated products,and equilibrium during expansion.

Various embodiments of the invention are directed toward a free-piston,linear combustion engine characterized by a thermal efficiency greaterthan 50%. In at least one embodiment, the engine comprises: (i) at leastone cylinder. (ii) at least one piston assembly per cylinder arrangedfor linear displacement within the cylinder, (iii) at least one linearelectromagnetic machine that directly converts the kinetic energy of thepiston assembly into electrical energy, and (iv) at least one gassection that provides at least some of the compression work during acompression stroke. Additionally, in some configurations, the internalcombustion engine has the following physical characteristics: (i) avariable expansion ratio greater than 50:1, (ii) a variable compressionratio equal to or less than the expansion ratio, and (iii) a combustionsection length at TDC between 0.2 and 4 inches. It should be noted,however, that further embodiments may include various combinations ofthe above-identified features and physical characteristics.

FIG. 6 is a cross-sectional drawing illustrating a two-piston,two-stroke, integrated gas springs embodiment of an internal combustionengine 100. This free-piston, internal combustion engine 100 directlyconverts the chemical energy in a fuel into electrical energy via a pairof linear electromagnetic machines 200. As used herein, the term “fuel”refers to matter that reacts with an oxidizer. Such fuels include, butare not limited to: (i) hydrocarbon fuels such as natural gas, biogas,gasoline, diesel, and biodiesel; (ii) alcohol fuels such as ethanol,methanol, and butanol; and (iii) mixtures of any of the above. Theengines described herein are suitable for both stationary powergeneration and portable power generation (e.g., for use in vehicles).

FIG. 6 illustrates one embodiment of a two-piston, two-stroke,integrated gas springs engine 100. In particular, the engine 100comprises one cylinder 105 with two opposed piston assemblies 120 thatmeet at a combustion section 130 (or combustion chamber) in the centerof the cylinder 105. The placement of the combustion section 130 in thecenter of the engine 100 balances the combustion forces. Each pistonassembly 120 comprises a piston 125, piston seals 135, and a piston rod145. The piston assemblies 120 are free to move linearly within thecylinder 105. The piston rods 145 move along bearings and are sealed bygas seals 150 that are fixed to the cylinder 105. In the illustratedembodiment, the gas seals 150 are piston rod seals. As used herein, theterm “bearing” refers to any part of a machine on which another partmoves, slides, or rotates, including but not limited to: slide bearings,flexure bearings, ball bearings, roller bearings, gas bearings, and/ormagnetic bearings. Additionally, the term “surroundings” refers to thearea outside of the cylinder 105, including but not limited to: theimmediate environment, auxiliary piping, and/or auxiliary equipment.

With further reference to FIG. 6, the volume between the backside of thepiston 125, piston rod 145, and the cylinder 105 is referred to hereinas the driver section 160. The driver section 160 may also be referredto herein as the “gas section”, “gas springs” or “gas springs section.”Each driver section 160 is sealed from the surroundings and combustionsection 130 by piston rod seal 150 and piston seals 135. In theillustrated embodiment, the gas in the driver section 160 acts a flywheel (i.e., a gas spring) during a cycle to provide at least some ofthe compression work during a compression stroke. Accordingly, someembodiments of the invention feature gas springs for providing work.Other embodiments include a highly efficient linear alternator operatedas a motor, and do not require gas springs for generating compressionwork.

In some embodiments, in order to obtain high thermal efficiencies, theengine 100 has a variable expansion ratio greater than 50:1. Inadditional embodiments, the variable expansion ratio is greater than75:1. In further embodiments, the variable expansion ratio is greaterthan 100:1. In addition, some embodiments feature a compression ratioequal to or less than the expansion ratio, and a combustion sectionlength at TDC between 0.2-4 inches. As used herein, “combustion sectionlength at TDC” is the distance between the front faces of the twopistons 125 at TDC.

The above specifications dictate that the engine 100 have a strokelength that is significantly longer than in conventional engines,wherein the term “stroke length” refers to the distance traveled by theeach piston 125 between TDC and BDC. Combustion ignition can be achievedvia compression ignition and/or spark ignition. Fuel can be directlyinjected into the combustion chamber 130 via fuel injectors (“directinjection”) and/or mixed with air prior to and/or during air intake(“premixed injection”). The engine 100 can operate with lean,stoichiometric, or rich combustion using liquid and/or gaseous fuels.

With continued reference to FIG. 6, the cylinder 105 includesexhaust/injector ports 170, intake ports 180, driver gas removal ports185, and driver gas make-up ports 190, for exchanging matter (solid,liquid, gas, or plasma) with the surroundings. As used herein, the term“port” includes any opening or set of openings (e.g., a porous material)which allows matter exchange between the inside of the cylinder 105 andits surroundings. Some embodiments do not require all of the portsdepicted in FIG. 6. The number and types of ports depends on the engineconfiguration, injection strategy, and piston cycle (e.g., two- orfour-stroke piston cycles). For this two-piston, two-stroke embodiment,exhaust/injector ports 170 allow exhaust gases and fluids to enter andleave the cylinder, intake ports 180 are for the intake of air and/orair/fuel mixtures, driver gas removal ports 185 are for the removal ofdriver gas, and driver gas make-up ports 190 are for the intake ofmake-up gas for the driver section 160. The location of the variousports is not necessarily fixed. For example, in the illustratedembodiment, exhaust/injector ports 170 are located substantially at themidpoint of the cylinder. However, these ports may alternatively belocated away from the midpoint adjacent the intake ports 180.

The above-described ports may or may not be opened and closed viavalves. The term “valve” may refer to any actuated flow controller orother actuated mechanism for selectively passing matter through anopening, including but not limited to: ball valves, plug valves,butterfly valves, choke valves, check valves, gate valves, leaf valves,piston valves, poppet valves, rotary valves, slide valves, solenoidvalves, 2-way valves, or 3-way valves. Valves may be actuated by anymeans, including but not limited to: mechanical, electrical, magnetic,camshaft-driven, hydraulic, or pneumatic means. In most cases, ports arerequired for exhaust, driver gas removal, and driver gas make-up. Inembodiments where direct injection is the desired ignition strategy,injector ports and air intake ports are also required. In embodimentswhere premixed compression ignition or premixed spark ignition is thedesired combustion strategy, air/fuel intake ports may also be required.In embodiments where a hybrid premixed/direct injection strategy withcompression ignition and/or spark ignition is the desired combustionstrategy, injector ports and air/fuel intake ports may also be required.In all engine configurations, exhaust gas from a previous cycle can bemixed with the intake air or air/fuel mixture for a proceeding cycle.This process it is called exhaust gas recirculation (EGR) and can beutilized to moderate combustion timing and peak temperatures.

With further reference to FIG. 6, the engine 100 further comprises apair of linear electromagnetic machines (LEMs) 200 for directlyconverting the kinetic energy of the piston assemblies 120 intoelectrical energy. Each LEM 200 is also capable of directly convertingelectrical energy into kinetic energy of the piston assembly 120 forproviding compression work during a compression stroke. As illustrated,the LEM 200 comprises a stator 210 and a translator 220. Specifically,the translator 220 is attached to the piston rod 145 and moves linearlywithin the stator 210, which is stationary. The volume between thetranslator 220 and stator 210 is called the air gap. The LEM 200 mayinclude any number of configurations. FIG. 6 shows one configuration inwhich the translator 220 is shorter than stator 210. However, thetranslator 220 could be longer than the stator 210, or they could besubstantially the same length. In addition, the LEM 200 can be apermanent magnet machine, an induction machine, a switched reluctancemachine, or some combination of the three. The stator 210 and translator220 can each include magnets, coils, iron, or some combination thereof.Since the LEM 200 directly transforms the kinetic energy of the pistonsto and from electrical energy (i.e., there are no mechanical linkages),the mechanical and frictional losses are minimal compared toconventional engine-generator configurations.

The embodiment shown in FIG. 6 operates using a two-stroke piston cycle.A diagram illustrating the two-stroke piston cycle 250 of the two-pistonintegrated gas springs engine 100 of FIG. 6 is illustrated in FIG. 7. Asused herein, the term “piston cycle” refers to any series of pistonmovements which begin and end with the piston 125 in substantially thesame configuration. One common example is a four-stroke piston cycle,which comprises an intake stroke, a compression stroke, a power(expansion) stroke, and an exhaust stroke. Additional alternate strokesmay form part of a piston cycle as described throughout this disclosure.A two-stroke piston cycle is characterized as having a power (expansion)stroke and a compression stroke.

As illustrated in FIG. 7, the engine exhausts combustion products(though exhaust ports 170) and intakes air or an air/fuel mixture or anair/fuel/combustion products mixture (through intake ports 180) near BDCbetween the power and compression strokes. This process may be referredto herein as “breathing” or “breathing at or near BDC.” It will beappreciated by those of ordinary skill in the art that many other typesof port and breathing configurations are possible without departing fromthe scope of the invention. When at or near BDC, and if the driversection is to be used to provide compression work, the pressure of thegas within the driver section 160 is greater than the pressure of thecombustion section 130, which forces the pistons 125 inwards toward eachother. The gas in the driver section 160 can be used to provide at leastsome of the energy required to perform a compression stroke. The LEM 200may also provide some of the energy required to perform a compressionstroke.

The amount of energy required to perform a compression stroke depends onthe desired compression ratio, the pressure of the combustion section130 at the beginning of the compression stroke, and the mass of thepiston assembly 120. A compression stroke continues until combustionoccurs, which is at a time when the velocity of the piston 125 is at ornear zero. The point at which the velocities of the pistons 125 areequal to zero marks their TDC positions for that cycle. Combustioncauses an increase in the temperature and pressure within the combustionsection 130, which forces the piston 125 outward toward the LEM 200.During a power stroke, a portion of the kinetic energy of the pistonassembly 120 is converted into electrical energy by the LEM 200 andanother portion of the kinetic energy does compression work on the gasin the driver section 160. A power stroke continues until the velocitiesof the pistons 125 are zero, which marks their BDC positions for thatcycle.

FIG. 7 illustrates one port configuration for breathing in which theintake ports 180 are in front of both pistons near BDC and the exhaustports 170 are near TDC. There are various possible alternative portconfigurations, such as, but not limited to, locating the exhaust ports170 in front of one piston 125 near BDC, and locating the intake ports180 in front of the other piston 125 near BDC—allowing for what iscalled uni-flow scavenging, or uni-flow breathing. The opening andclosing of the exhaust ports 170 and intake ports 180 are independentlycontrolled. The location of the exhaust ports 170 and intake ports 180can be chosen such that a range of compression ratios and/or expansionratios are possible. The times in a cycle when the exhaust ports 170 andintake ports 180 are activated (opened and closed) can be adjustedduring and/or between cycles to vary the compression ratio and/orexpansion ratio and/or the amount of combustion product retained in thecombustion section 130 at the beginning of a compression stroke.Retaining combustion gases in the combustion section 130 is calledresidual gas trapping (RGT) and can be utilized to moderate combustiontiming and peak temperatures.

During the piston cycle, gas could potentially transfer past the pistonseals 135 between the combustion section 130 and driver section 160.This gas transfer is referred to as “blow-by.” Blow-by gas could containair and/or fuel and/or combustion products. The engine 100 is designedto manage blow-by gas by having at least two ports in each driversection 160—one port 185 for removing driver gas and the another port190 for providing make-up driver gas. The removal of driver gas and theintake of make-up driver gas are independently controlled and occur insuch a way to minimize losses and maximize efficiency.

FIG. 7 shows one strategy for exchanging driver gas in which the removalof driver gas occurs at some point during the expansion stroke and theintake of make-up driver gas occurs at some point during the compressionstroke. The removal and intake of driver gas could also occur in thereverse order of strokes or during the same stroke. Removed driver gascan be used as part of the intake for the combustion section 130 duringa proceeding combustion cycle. The amount of gas in the driver section160 can be adjusted to vary the compression ratio and/or expansionratio. The expansion ratio is defined as the ratio of the volume ofcombustion section 130 when the pistons 125 have zero velocity after thepower stroke to the volume of the combustion section 130 when thepistons 125 have zero velocity after the compression stroke. Thecompression ratio is defined as the ratio of the volume of thecombustion section 130 when the pressure within the combustion section130 begins to increase due to the inward motion of the pistons 125 tothe ratio of the volume of the combustion section 130 when the pistons125 have zero velocity after the compression stroke.

Combustion is optimally controlled by moderating (e.g., cooling) thetemperature of the gas within the combustion section 130 prior tocombustion. Temperature control can be achieved by pre-cooling thecombustion section intake gas and/or cooling the gas within thecombustion section 130 during the compression stroke. Optimal combustionoccurs when the combustion section 130 reaches the volume at which thethermal efficiency of the engine 100 is maximized. This volume isreferred to as optimal volume, and it can occur before or after TDC.Depending on the combustion strategy (ignition and injection strategy),the combustion section intake gas could be air, an air/fuel mixture, oran air/fuel/combustion products mixture (where the combustion productsare from EGR and/or recycled driver gas), and the gas within thecombustion section 130 could be air, an air/fuel mixture, or anair/fuel/combustion products mixture (where the combustion products arefrom EGR and/or RGT and/or recycled driver gas).

When compression ignition is the desired ignition strategy, optimalcombustion is achieved by moderating the temperature of the gas withinthe combustion section 130 such that it reaches its auto-ignitiontemperature at the optimal volume. When spark ignition is the desiredignition strategy, optimal combustion is achieved by moderating thetemperature of the gas within the combustion section 130 such that itremains below its auto-ignition temperature before a spark fires atoptimal volume. The spark is externally controlled to fire at theoptimal volume. The combustion section intake gas can be pre-cooled bymeans of a refrigeration cycle. The gas within the combustion section130 can be cooled during a compression stroke by injecting a liquid intothe combustion section 130 which then vaporizes. The liquid can be waterand/or another liquid such as, but not limited to, a fuel or arefrigerant. The liquid can be cooled prior to injection into thecombustion section 130.

For a given engine geometry and exhaust and intake port locations, thepower output from the engine 100 can be varied from cycle to cycle byvarying the air/fuel ratio and/or the amount of combustion products inthe combustion section 130 prior to combustion and/or the compressionratio and/or the expansion ratio. For a given air/fuel ratio in a cycle,the peak combustion temperature can be controlled by varying the amountof combustion products from a previous cycle that are present in thecombustion section gas prior to combustion. Combustion products in thecombustion section gas prior to combustion can come from EGR and/or RGTand/or recycling driver gas. Piston synchronization is achieved througha control strategy that uses information about the piston positions,piston velocities, combustion section composition, and cylinderpressures, to adjust the LEMs' and driver sections' operatingcharacteristics.

The configuration of FIGS. 6 and 7 includes a single unit referred to asthe engine 100 and defined by the cylinder 105, the piston assemblies120 and the LEMs 200. However, many units can be placed in parallel,which could collectively be referred to as “the engine.” Someembodiments of the invention are modular such that they can be arrangedto operate in parallel to enable the scale of the engine to be increasedas needed by the end user. Additionally, not all units need be the samesize or operate under the same conditions (e.g., frequency,stoichiometry, or breathing). When the units are operated in parallel,there exists the potential for integration between the engines, such as,but not limited to, gas exchange between the units and/or feedbackbetween the units' LEMs 200.

The free-piston architecture allows for large and variable compressionand expansion ratios while maintaining sufficiently large volume at TDCto minimize heat transfer and achieve adequate combustion. In addition,the pistons spend less time at and near TDC than they would if they weremechanically linked to a crankshaft. This helps to minimize heattransfer (and maximize efficiency) because less time is spent at thehighest temperatures. Furthermore, since the free-piston architecturedoes not have mechanical linkages, the mechanical and frictional lossesare minimal compared to conventional engines. Together, the large andvariable compression and expansion ratios, the sufficiently large volumeat TDC, the direct conversion of kinetic energy to electrical energy bythe LEM 200, the inherently short time spent at and near TDC, and theability to control combustion, enable the engine 100 to achieve thermalefficiencies greater than 50%.

During operation, the losses within the engine 100 include: combustionlosses, heat transfer losses, electricity conversion losses, frictionallosses, and blow-by losses. In some embodiments of the invention,combustion losses are minimized by performing combustion at highinternal energy states, which is achieved by having the ability to reachhigh compression ratios while moderating combustion sectiontemperatures. Heat transfer losses are minimized by having asufficiently large volume at and near when combustion occurs such thatthe thermal boundary layer is a small fraction of the volume. Heattransfer losses are also minimized by spending less time at hightemperature using a free-piston profile rather than a slider-crankprofile. Frictional losses are minimized because there are no mechanicallinkages. Blow-by losses are minimized by having well-designed pistonseals and using driver gas that contains unburned fuel as part of theintake for the next combustion cycle.

As stated, the embodiment described above with respect to FIGS. 6 and 7comprises a two-piston, single-combustion section, two-stroke internalcombustion engine 100. Described below, and illustrated in thecorresponding figures, are several alternative embodiments. Theseembodiments are not meant to be limiting. As would be appreciated bythose of ordinary skill in the art, various modifications andalternative configurations may be utilized, and other changes may bemade, without departing from the scope of the invention. Unlessotherwise stated, the physical and operational characteristics of theembodiments described below are similar to those described in theembodiment of FIGS. 6 and 7, and like elements have been labeledaccordingly. Furthermore, all embodiments may be configured in parallel(i.e., in multiple-unit configurations for scaling up) as set forthabove.

FIG. 8 illustrates a four-stroke embodiment of the invention comprisinga two-piston, four-stroke, integrated gas springs engine 300. The mainphysical difference between the four-stroke engine 300 of FIG. 8 and thetwo-stroke engine 100 of FIG. 6 involves the location of the ports. Inparticular, in the four-stroke engine 300, the exhaust, injector, andintake ports 370 are located at and/or near the midpoint of the cylinder105 between the two pistons 125.

FIG. 9 illustrates the four-stroke piston cycle 400 for the two-pistonintegrated gas springs engine 300 of FIG. 8. A four-stroke piston cycleis characterized as having a power (expansion) stroke, an exhauststroke, an intake stroke, and a compression stroke. A power strokebegins following combustion, which occurs at the optimal volume, andcontinues until the velocities of the pistons 125 are zero, which markstheir power-stroke BDC positions for that cycle.

During a power stroke, a portion of the kinetic energy of the pistonassemblies 120 is converted into electrical energy by the LEM 200, andanother portion of the kinetic energy does compression work on the gasin the driver section 160. When at and near the power-stroke BDC, and ifthe driver section is to provide at least some of the compression work,the pressure of the gas in the driver section 160 is greater than thepressure of the gas in the combustion section 130, which forces thepistons 125 inwards toward the midpoint of the cylinder 105. In theillustrated embodiment, the gas in the driver section 160 can be used toprovide at least some of the energy required to perform an exhauststroke. In some cases, the LEM 200 may also provide some of the energyrequired to perform an exhaust stroke. Exhaust ports 370 open at somepoint at or near the power-stroke BDC, which can be before or after anexhaust stroke begins. An exhaust stroke continues until the velocitiesof the pistons 125 are zero, which marks their exhaust-stroke TDCpositions for that cycle. Exhaust ports 370 close at some point beforethe pistons 125 reach their exhaust-stroke TDC positions. Therefore, atleast some combustion products remain in the combustion section 130.This process is referred to as residual gas trapping.

With further reference to FIG. 9, at and near the exhaust-stroke TDC,the pressure of the combustion section 130 is greater than the pressureof the driver section 160, which forces the pistons 125 outwards. Thetrapped residual gas acts a gas spring to provide at least some of theenergy required to perform an intake stroke. The LEM 200 may alsoprovide some of the energy required to perform an intake stroke. Intakeports 370 open at some point during the intake stroke after the pressurewithin the combustion section 130 is below the pressure of the intakegas. An intake stroke continues until the velocities of the pistons 125are zero, which marks their intake-stroke BDC positions for that cycle.The intake-stroke BDC positions for a given cycle do not necessarilyhave to be the same as the power-stroke BDC positions. Intake ports 370close at some point at or near intake-stroke BDC. A compression strokecontinues until combustion occurs, which is at a time when thevelocities of the pistons 125 are at or near zero. The positions of thepistons 125 at which their velocities equal zero mark theircompression-stroke TDC positions for that cycle. At and near thecompression-stroke TDC, the pressure of the gas in the driver section160 is greater than the pressure of the gas in the combustion section130, which forces the pistons 125 inwards. The gas in the driver section160 is used to provide at least some of the energy required to perform acompression stroke. The LEM 200 may also provide some of the energyrequired to perform a compression stroke.

FIG. 9 shows one strategy for exchanging driver gas in which the removalof driver gas occurs at some point during the expansion stroke and theintake of make-up driver gas occurs at some point during the compressionstroke. As in the two-stroke embodiment, the removal and intake ofdriver gas could also occur in the reverse order of strokes or duringthe same stroke. However, since the four-stroke embodiment has aseparate exhaust stroke, which requires less energy to perform than acompression stroke, regulating the amount of air in the driver section160 may require a different approach, depending on how much the LEM 200is used to provide and extract energy during the four strokes.

FIG. 10 illustrates a second two-piston, two-stroke, fully gas springsand integrated linear electromagnetic machine embodiment of an internalcombustion engine 500. Similar to the engine 100 of FIG. 10 engine 500comprises a cylinder 105, two opposed piston assemblies 520, and acombustion section 130 located in the center of the cylinder 105. In theillustrated configuration, each piston assembly 520 comprises twopistons 525, piston seals 535, and a piston rod 545. Unlike previousembodiments, the piston assemblies 520 and translators 620 arecompletely located within the cylinder, and the LEM 600 (includingstator 610) is disposed around the outside perimeter of the cylinder105. The piston assemblies 520 are free to move linearly within thecylinder 105. The cylinder 105 further includes exhaust/injector ports170, intake ports 180, driver gas removal ports 185, and driver gasmake-up ports 190. With further reference to FIG. 10, this embodimentcan operate using a two- or four-stroke piston cycle using the samemethodology set forth above with respect to FIGS. 7, and 9.

FIG. 11 illustrates a third two-piston, two-stroke, single-combustionsection, separated gas springs embodiment of an internal combustionengine 700. Similar to the engine 100 of FIG. 6, engine 700 comprises amain cylinder 105, two opposed piston assemblies 120, and a combustionsection 130 located in the center of the cylinder 705. However, theillustrated engine 700 has certain physical differences when comparedwith engine 100. Specifically, engine 700 includes a pair of outercylinders 705 that contain additional pistons 135, and the LEMs 200 aredisposed between the main cylinder 105 and the outer cylinders 705. Eachouter cylinder 705 includes a driver section 710 located between thepiston 125 and the distal end of the cylinder 705 and a driver backsection 720 disposed between the piston 125 and the proximal end ofcylinder 705. Additionally, cylinder 105 includes a pair of combustionback sections 730 disposed between the pistons 125 and the distal endsof the cylinder 105. The driver back section 720 and combustion backsection 730 are maintained at or near atmospheric pressure. As such, thedriver back section 720 is not sealed (i.e., linear bearing 740 isprovided with no gas seal), whereas the combustion back section 730 issealed (i.e., via seal 150), but has ports for removal of blow-by gas(i.e., blow-by removal port 750) and for make-up gas (i.e., make-up airport 760). In the illustrated configuration, each piston assembly 120comprises two pistons 125, piston seals 135, and a piston rod 145. Thepiston assemblies 120 are free to move linearly between the maincylinder 105 and the outer cylinders 705, as depicted in FIG. 11. Thepiston rods 145 move along bearings and are sealed by gas seals 150 thatare fixed to the main cylinder 105. The cylinder 105 further includesexhaust/injector ports 170 and intake ports 180. However, the driver gasremoval ports 185 and driver gas make-up ports 190 are located on a pairof outer cylinders 705 that contain one of the two pistons 125 of eachpiston assembly 120. With further reference to FIG. 11, this embodimentcan operate using a two- or four-stroke piston cycle using the samemethodology set forth above with respect to FIGS. 7 and 9.

FIG. 12 illustrates one embodiment of a single-piston, two-stroke,integrated gas springs engine 1000. In particular, the engine 1000comprises a vertically disposed cylinder 105 with piston assembly 120dimensioned to move within the cylinder 105 in response to reactionswithin combustion section 130 (or combustion chamber) near the bottomend of the cylinder 105. An impact plate 230 is provided at the bottomend of the vertically disposed cylinder to provide stability and impactresistance during combustion. Piston assembly 120 comprises a piston125, piston seals 135, and a piston rod 145. The piston assembly 120 isfree to move linearly within the cylinder 105. The piston rod 145 movesalong bearings and is sealed by gas seals 150 that are fixed to thecylinder 105. In the illustrated embodiment, the gas seals 150 arepiston rod seals.

With further reference to FIG. 12, the volume between the backside ofthe piston 125, piston rod 145, and the cylinder 105 is referred toherein as the driver section 160. The driver section 160 may also bereferred to herein as the “gas springs” or “gas springs section.” Driversection 160 is sealed from the surroundings and combustion section 130by piston rod seal 150 and piston seals 135. In the illustratedembodiment, the gas in the driver section 160 acts a fly wheel (i.e., agas spring) during a cycle to provide at least some of the compressionwork during a compression stroke. Accordingly, some embodiments of theinvention feature gas springs for providing work. Other embodimentsinclude a highly efficient linear alternator operated as a motor, and donot require gas springs for generating compression work.

In some embodiments, in order to obtain high thermal efficiencies, theengine 1000 has a variable expansion ratio greater than 50:1. Inadditional embodiments, the variable expansion ratio is greater than75:1. In further embodiments, the variable expansion ratio is greaterthan 100:1. In addition, some embodiments feature a compression ratioequal to or less than the expansion ratio, and a combustion sectionlength at TDC between 0.1-2 inches. As used herein, “combustion sectionlength at TDC” is the distance between the combustion section head andfront face of the piston 125.

The above specifications dictate that the engine 1000 have a strokelength that is significantly longer than in conventional engines,wherein the term “stroke length” refers to the distance traveled by thepiston 125 between TDC and BDC. The stroke is the distance traveled bythe piston between TDC and BDC. Combustion ignition can be achieved viacompression ignition and/or spark ignition. Fuel can be directlyinjected into the combustion chamber 130 via fuel injectors (“directinjection”) and/or mixed with air prior to and/or during air intake(“premixed injection”). The engine 1000 can operate with lean,stoichiometric, or rich combustion using liquid and/or gaseous fuels.

With continued reference to FIG. 12, the cylinder 105 includesexhaust/injector ports 170, intake ports 180, driver gas removal port185, and driver gas make-up port 190, for exchanging matter (solid,liquid, gas, or plasma) with the surroundings. As used herein, the term“port” includes any opening or set of openings (e.g., a porous material)which allows matter exchange between the inside of the cylinder 105 andits surroundings. Some embodiments do not require all of the portsdepicted in FIG. 12. The number and types of ports depends on the engineconfiguration, injection strategy, and piston cycle (e.g., two- orfour-stroke piston cycles). For this single-piston, two-strokeembodiment, exhaust/injector ports 170 allow exhaust gases and fluids toenter and leave the cylinder, intake ports 180 are for the intake of airand/or air/fuel mixtures, driver gas removal port 185 is for the removalof driver gas, and driver gas make-up port 190 is for the intake ofmake-up gas for the driver section 160. The location of the variousports is not necessarily fixed. For example, in the illustratedembodiment, exhaust/injector ports 170 are located substantially at themidpoint of the cylinder. However, these ports may alternatively belocated away from the midpoint adjacent the intake ports 180.

With further reference to FIG. 12 the engine 1000 further comprises alinear electromagnetic machine (LEM) 200 for directly converting thekinetic energy of the piston assembly 120 into electrical energy. LEM200 is also capable of directly converting electrical energy intokinetic energy of the piston assembly 120 for providing compression workduring a compression stroke. As illustrated, the LEM 200 comprises astator 210 and a translator 220. Specifically, the translator 220 isattached to the piston rod 145 and moves linearly within the stator 210,which is stationary. The volume between the translator 220 and stator210 is called the air gap. The LEM 200 may include any number ofconfigurations. FIG. 6 shows one configuration in which the translator220 is shorter than stator 210. However, the translator 220 could belonger than the stator 210, or they could be substantially the samelength. In addition, the LEM 200 can be a permanent magnet machine, aninduction machine, a switched reluctance machine, or some combination ofthe three. The stator 210 and translator 220 can each include magnets,coils, iron, or some combination thereof. Since the LEM 200 directlytransforms the kinetic energy of the pistons to and from electricalenergy (i.e., there are no mechanical linkages), the mechanical andfrictional losses are minimal compared to conventional engine-generatorconfigurations.

The embodiment shown in FIG. 12 operates using a two-stroke pistoncycle. A diagram illustrating the two-stroke piston cycle 1250 of thesingle-piston integrated gas springs engine 1000 of FIG. 12 isillustrated in FIG. 13. The engine exhausts combustion products (thoughexhaust ports 170) and intakes air or an air/fuel mixture or anair/fuel/combustion products mixture (through intake ports 180) near BDCbetween the power and compression strokes. This process may be referredto herein as “breathing” or “breathing at or near BDC.” It will beappreciated by those of ordinary skill in the art that many other typesof port and breathing configurations are possible without departing fromthe scope of the invention. When at or near BDC, and if the driversection is to be used to provide compression work, the pressure of thegas within the driver section 160 is greater than the pressure of thecombustion section 130, which forces the pistons 125 inwards toward eachother. The gas in the driver section 160 can be used to provide at leastsome of the energy required to perform a compression stroke. The LEM 200may also provide some of the energy required to perform a compressionstroke.

The amount of energy required to perform a compression stroke depends onthe desired compression ratio, the pressure of the combustion section130 at the beginning of the compression stroke, and the mass of thepiston assembly 120. A compression stroke continues until combustionoccurs, which is at a time when the velocity of the piston 125 is at ornear zero. The point at which the velocities of the piston 125 is equalto zero marks their TDC positions for that cycle. Combustion causes anincrease in the temperature and pressure within the combustion section130, which forces the piston 125 outward toward the LEM 200. During apower stroke, a portion of the kinetic energy of the piston assembly 120is converted into electrical energy by the LEM 200 and another portionof the kinetic energy does compression work on the gas in the driversection 160. A power stroke continues until the velocities of the piston125 is zero, which marks their BDC positions for that cycle.

FIG. 13 illustrates one port configuration 1300 for breathing in whichthe intake ports 180 are in front of the piston near BDC and the exhaustports 170 are near TDC. The opening and closing of the exhaust ports 170and intake ports 180 are independently controlled. The location of theexhaust ports 170 and intake ports 180 can be chosen such that a rangeof compression ratios and/or expansion ratios are possible. The times ina cycle when the exhaust ports 170 and intake ports 180 are activated(opened and closed) can be adjusted during and/or between cycles to varythe compression ratio and/or expansion ratio and/or the amount ofcombustion product retained in the combustion section 130 at thebeginning of a compression stroke. Retaining combustion gases in thecombustion section 130 is called residual gas trapping (RGT) and can beutilized to moderate combustion timing and peak temperatures.

During the piston cycle, gas could potentially transfer past the pistonseals 135 between the combustion section 130 and driver section 160.This gas transfer is referred to as “blow-by.” Blow-by gas could containair and/or fuel and/or combustion products. The engine 1000 is designedto manage blow-by gas by having at least two ports in driver section160—one port 185 for removing driver gas and the another port 190 forproviding make-up driver gas. The removal of driver gas and the intakeof make-up driver gas are independently controlled and occur in such away to minimize losses and maximize efficiency.

FIG. 13 shows one strategy for exchanging driver gas in which theremoval of driver gas occurs at some point during the expansion strokeand the intake of make-up driver gas occurs at some point during thecompression stroke. The removal and intake of driver gas could alsooccur in the reverse order of strokes or during the same stroke. Removeddriver gas can be used as part of the intake for the combustion section130 during a proceeding combustion cycle. The amount of gas in thedriver section 160 can be adjusted to vary the compression ratio and/orexpansion ratio. The expansion ratio is defined as the ratio of thevolume of combustion section 130 when the piston 125 has zero velocityafter the power stroke to the volume of the combustion section 130 whenthe piston 125 has zero velocity after the compression stroke. Thecompression ratio is defined as the ratio of the volume of thecombustion section 130 when the pressure within the combustion section130 begins to increase due to the inward motion of the piston 125 to theratio of the volume of the combustion section 130 when the piston 125has zero velocity after the compression stroke.

The configuration of FIGS. 12 and 13 includes a single unit referred toas the engine 1000 and defined by the cylinder 105, the piston assembly120 and the LEM 200. However, many units can be placed in parallel,which could collectively be referred to as “the engine.” Someembodiments of the invention are modular such that they can be arrangedto operate in parallel to enable the scale of the engine to be increasedas needed by the end user. Additionally, not all units need be the samesize or operate under the same conditions (e.g., frequency,stoichiometry, or breathing). When the units are operated in parallel,there exists the potential for integration between the engines, such as,but not limited to, gas exchange between the units and/or feedbackbetween the units' LEM 200.

As stated, the embodiment described above with respect to FIGS. 12 and13 comprises a single-piston, single-combustion section, two-strokeinternal combustion engine 1000. Described below, and illustrated in thecorresponding figures, are several alternative embodiments. Theseembodiments are not meant to be limiting. As would be appreciated bythose of ordinary skill in the art, various modifications andalternative configurations may be utilized, and other changes may bemade, without departing from the scope of the invention. Unlessotherwise stated, the physical and operational characteristics of theembodiments described below are similar to those described in theembodiment of FIGS. 12 and 13, and like elements have been labeledaccordingly. Furthermore, all embodiments may be configured in parallel(i.e., in multiple-unit configurations for scaling up) as set forthabove.

FIG. 14 illustrates a four-stroke embodiment of the invention comprisinga single piston, four-stroke, integrated gas springs engine 1400. Themain physical difference between the four-stroke engine 1400 of FIG. 14and the two-stroke engine 1000 of FIG. 12 involves the location of theports. In particular, in the four-stroke engine 1400, the exhaust,injector, and intake ports 370 are located at and/or near the bottom ofthe cylinder 105 adjacent to the impact plate 230.

FIG. 15 illustrates the four-stroke piston cycle 1500 for the singlepiston integrated gas springs engine 1400 of FIG. 14. A four-strokepiston cycle is characterized as having a power (expansion) stroke, anexhaust stroke, an intake stroke, and a compression stroke. A powerstroke begins following combustion, which occurs at the optimal volume,and continues until the velocity of the piston 125 is zero, which marksthe power-stroke BDC position for that cycle.

During a power stroke, a portion of the kinetic energy of the pistonassembly 120 is converted into electrical energy by the LEM 200, andanother portion of the kinetic energy does compression work on the gasin the driver section 160. When at and near the power-stroke BDC, and ifthe driver section is to provide at least some of the compression work,the pressure of the gas in the driver section 160 is greater than thepressure of the gas in the combustion section 130, which forces thepiston 125 inwards toward the midpoint of the cylinder 105. In theillustrated embodiment, the gas in the driver section 160 can be used toprovide at least some of the energy required to perform an exhauststroke. In some cases, the LEM 200 may also provide some of the energyrequired to perform an exhaust stroke. Exhaust ports 370 open at somepoint at or near the power-stroke BDC, which can be before or after anexhaust stroke begins. An exhaust stroke continues until the velocity ofthe piston 125 is zero, which marks the exhaust-stroke TDC position forthat cycle. Exhaust ports 370 close at some point before the piston 125reaches its exhaust-stroke TDC position. Therefore, at least somecombustion products remain in the combustion section 130. This processis referred to as residual gas trapping.

With further reference to FIG. 15, at and near the exhaust-stroke TDC,the pressure of the combustion section 130 is greater than the pressureof the driver section 160, which forces the piston 125 upwards. Thetrapped residual gas acts a gas spring to provide at least some of theenergy required to perform an intake stroke. The LEM 200 may alsoprovide some of the energy required to perform an intake stroke. Intakeports 370 open at some point during the intake stroke after the pressurewithin the combustion section 130 is below the pressure of the intakegas. An intake stroke continues until the velocity of the piston 125 iszero, which marks the intake-stroke BDC position for that cycle. Theintake-stroke BDC position for a given cycle does not necessarily haveto be the same as the power-stroke BDC position. Intake ports 370 closeat some point at or near intake-stroke BDC. A compression strokecontinues until combustion occurs, which is at a time when the velocityof the piston 125 is at or near zero. The position of the piston 125 atwhich its velocity equals zero marks its compression-stroke TDC positionfor that cycle. At and near the compression-stroke TDC, the pressure ofthe gas in the driver section 160 is greater than the pressure of thegas in the combustion section 130, which forces the piston 125downwards. The gas in the driver section 160 is used to provide at leastsome of the energy required to perform a compression stroke. The LEM 200may also provide some of the energy required to perform a compressionstroke.

FIG. 15 shows one strategy for exchanging driver gas in which theremoval of driver gas occurs at some point during the expansion strokeand the intake of make-up driver gas occurs at some point during thecompression stroke. As in the two-stroke embodiment, the removal andintake of driver gas could also occur in the reverse order of strokes orduring the same stroke. However, since the four-stroke embodiment has aseparate exhaust stroke, which requires less energy to perform than acompression stroke, regulating the amount of air in the driver section160 may require a different approach, depending on how much the LEM 200is used to provide and extract energy during the four strokes.

FIG. 16 illustrates a second single piston, two-stroke, fully gassprings and integrated linear electromagnetic machine embodiment of aninternal combustion engine 1600. Engine 1600 comprises a cylinder 105,piston assembly 520, and a combustion section 130. In the illustratedconfiguration, piston assembly 520 comprises two pistons 525, pistonseals 535, and a piston rod 545. Unlike previous embodiments, the pistonassembly 120 and translator 620 are completely located within thecylinder, and the LEM 600 (including stator 610) is disposed around theoutside perimeter of the cylinder 105. The piston assembly 520 is freeto move linearly within the cylinder 105. The cylinder 105 furtherincludes exhaust/injector ports 170, intake ports 180, driver gasremoval ports 185, and driver gas make-up ports 190. With furtherreference to FIG. 16, this embodiment can operate using a two- orfour-stroke piston cycle using the same methodology set forth above.

FIG. 17 illustrates a third two-piston, two-stroke, single-combustionsection, separated gas springs embodiment of an internal combustionengine 1700. Similar to engine 1000, engine 1700 comprises a maincylinder 105, piston assembly 120, and a combustion section 130.However, the illustrated engine 1700 has certain physical differenceswhen compared with engine 1000. Specifically, engine 1700 includes outercylinders 705 that contain additional piston 125, and the LEM 200 isdisposed between the main cylinder 105 and the outer cylinder 705. Outercylinder 705 includes a driver section 710 located between the piston125 and the distal end of the cylinder 705 and a driver back section 720disposed between the piston 135 and the proximal end of cylinder 705.Additionally, cylinder 105 includes a combustion back section 730disposed between the piston 135 and the distal end of the cylinder 105.The driver back section 720 and combustion back section 730 aremaintained at or near atmospheric pressure. As such, the driver backsection 720 is not sealed (i.e., linear bearing 740 is provided with nogas seal), whereas the combustion back section 730 is sealed (i.e., viaseal 150), but has ports for removal of blow-by gas (i.e., blow-byremoval port 750) and for make-up gas (i.e., make-up air port 760). Inthe illustrated configuration, piston assembly 120 comprises two pistons125, piston seals 135, and a piston rod 145. The piston assembly 120 isfree to move linearly between the main cylinder 105 and the outercylinder 705. The piston rod 145 moves along bearings and is sealed bygas seals 150 that are fixed to the main cylinder 105. The cylinder 105further includes exhaust/injector ports 170 and intake ports 180.However, the driver gas removal ports 185 and driver gas make-up ports190 are located on outer cylinder 705 that contains one of the twopistons 125 of the piston assembly 120. This embodiment can operateusing a two- or four-stroke piston cycle using the same methodology setforth above.

The embodiments disclosed above comprise single-piston and two-pistonconfigurations, including: (i) an integrated gas spring with a separatedlinear electromagnetic machine (FIGS. 6-9 and 12-15), (ii) a fullyintegrated gas spring and linear electromagnetic machine (FIGS. 10 and16), and (iii) a separated gas spring and linear electromagnetic machine(FIGS. 11 and 17). FIGS. 18-20 illustrate further embodiments of theinvention featuring integrated internal gas springs in which the gasspring is integrated inside of the piston and the linear electromagnetic(LEM) is separated from the combustor cylinder. Table 1 summarizes thekey distinctions between the four architectures described hereinincluding.

TABLE 1 Summary of the key distinctions between the four architectures.Length of a Single-Piston Engine (Combustion Section + DriverArchitecture Section + LEM) Blow-by Location Integrated Gas Spring, ~2 ×the stroke Into gas spring Separated LEM Fully Integrated Gas Slightlylarger than the Into gas spring Spring and LEM stroke Separated GasSpring ~3 × the stroke Not into gas spring and LEM Integrated InternalGas ~2 × the stroke Not into gas spring Spring, Separate LEM

Integrated Internal Gas Spring

As illustrated in FIGS. 18-20 and summarized in Table 1, the integratedinternal gas spring (IIGS) architecture is similar in length to theintegrated gas spring with separated LEM architecture illustrated inFIGS. 6-9 and 12-15. However, the IIGS architecture eliminates theissues with respect to the blow-by gases from the combustion sectionentering the gas spring, which also occurs in the fully integrated gasspring and LEM architecture.

FIG. 18 is a cross-sectional view illustrating a single-piston,two-stroke version of the IIGS architecture in accordance with anembodiment of the invention. Many components such as the combustionsection 130 are similar to the components in previous embodiments (e.g.,FIG. 12), and are labeled accordingly. The engine 1800 comprises avertically disposed cylinder 105 with piston assembly 1820 dimensionedto move within the cylinder 105 in response to reactions withincombustion section 130 near the bottom end of the cylinder 105. Animpact plate may be provided at the bottom end of the verticallydisposed cylinder to provide stability and impact resistance duringcombustion. Piston assembly 1820 comprises a piston 1830, piston seals1835, and a spring rod 1845. The piston assembly 1820 is free to movelinearly within the cylinder 105. The piston rod 1845 moves alongbearings and is sealed by gas seals 150 that are fixed to the cylinder105. In the illustrated embodiment, the gas seals 150 are piston rodseals. The cylinder 105 includes exhaust/injector ports 1870, 1880 forintake of air, fuel, exhaust gases, air/fuel mixtures, and/orair/exhaust gases/fuel mixtures, exhaust of combustion products, and/orinjectors. Some embodiments do not require all of the ports depicted inFIG. 18. The number and types of ports depends on the engineconfiguration, injection strategy, and piston cycle (e.g., two- orfour-stroke piston cycles).

In the illustrated embodiment, the engine 1800 further comprises an LEM1850 (including stator 210 and magnets 1825) for directly converting thekinetic energy of the piston assembly 1820 into electrical energy. LEM1850 is also capable of directly converting electrical energy intokinetic energy of the piston assembly 1820 for providing compressionwork during a compression stroke. The LEM 1850 can be a permanent magnetmachine, an induction machine, a switched reluctance machine, or somecombination of the three. The stator 210 can include magnets, coils,iron, or some combination thereof. Since the LEM 1850 directlytransforms the kinetic energy of the pistons to and from electricalenergy (i.e., there are no mechanical linkages), the mechanical andfrictional losses are minimal compared to conventional engine-generatorconfigurations.

With further reference to FIG. 18, the piston 1830 comprises a solidfront section (combustor side) and a hollow back section (gas springside). The area inside of the hollow section of the piston 1830, betweenthe front face of the piston and spring rod 1845, comprises a gas thatserves as the gas spring 160, which provides at least some of the workrequired to perform a compression stroke. The piston 1830 moves linearlywithin the combustor section 130 and the stator 210 of the LEM 1850. Thepiston's motion is guided by bearings 1860, 1865, which may be solidbearings, hydraulic bearings, and/or air bearings. In the illustratedembodiment, the engine 1800 includes both external bearings 1860 andinternal bearings 1865. In particular, the external bearings 1860 arelocated between the combustion section 130 and the LEM 1850, and theinternal bearings 1865 are located on the inside of the hollow sectionof the piston 1830. The external bearings 1860 are externally fixed anddo not move with the piston 1830. The internal bearings 1865 are fixedto the piston 1830 and move with the piston 1830 against the spring rod1845.

With continued reference to FIG. 18, the spring rod 1845 serves as oneface for the gas spring 160 and is externally fixed. The spring rod 1845has at least one seal 1885 located at or near its end, which serves thepurpose of keeping gas within the gas spring section 160. Magnets 1825are attached to the back of the piston 1830 and move linearly with thepiston 1830 within the stator 210 of the LEM 1850. The piston 1830 hasseals 1835 to keep gases in the respective sections. The illustratedembodiment includes (i) front seals that are fixed to the piston 1830 ator near its front end to keep to gases from being transferred from thecombustion section 130, and (ii) back seals that are fixed to thecylinder 105 and keep intake gases and/or blow-by gases from beingtransferred to the surroundings.

FIG. 19 is a cross-sectional view illustrating an embodiment 1900 of agas spring rod 1845 in accordance with the principles of the invention.Specifically, the spring rod 1845 includes a central lumen 1910 thatallows mass to be transferred between the gas spring section 160 to areservoir section 1920 that is in communication with the surroundings.The communication with the surroundings is controlled through a valve1930. The amount of mass in the gas spring 1845 is regulated to controlthe pressure within the gas spring 1845 such that sufficient compressionwork is available for the next piston cycle.

FIG. 20 is a cross-sectional view illustrating a two-piston, two-strokeversion of the IIGS engine 2000 in accordance with an embodiment of theinvention. Most of the elements of the two-piston embodiment are similarto those of the single-piston embodiment of FIG. 18, and like elementsare labeled accordingly. In addition, the operating characteristics ofthe single- and two-piston embodiments are similar as described inprevious embodiments, including all the aspects of the linearalternator, breathing, combustion strategies, etc.

While various embodiments of the present invention have been describedabove, it should be understood that they have been presented by way ofexample only, and not of limitation. Likewise, the various diagrams maydepict an example architectural or other configuration for theinvention, which is done to aid in understanding the features andfunctionality that can be included in the invention. The invention isnot restricted to the illustrated example architectures orconfigurations, but the desired features can be implemented using avariety of alternative architectures and configurations. Indeed, it willbe apparent to one of skill in the art how alternative functional,logical or physical partitioning and configurations can be implementedto implement the desired features of the present invention. Also, amultitude of different constituent module names other than thosedepicted herein can be applied to the various partitions. Additionally,with regard to flow diagrams, operational descriptions and methodclaims, the order in which the steps are presented herein shall notmandate that various embodiments be implemented to perform the recitedfunctionality in the same order unless the context dictates otherwise.

Although the invention is described above in terms of various exemplaryembodiments and implementations, it should be understood that thevarious features, aspects and functionality described in one or more ofthe individual embodiments are not limited in their applicability to theparticular embodiment with which they are described, but instead can beapplied, alone or in various combinations, to one or more of the otherembodiments of the invention, whether or not such embodiments aredescribed and whether or not such features are presented as being a partof a described embodiment. Thus, the breadth and scope of the presentinvention should not be limited by any of the above-described exemplaryembodiments.

Terms and phrases used in this document, and variations thereof, unlessotherwise expressly stated, should be construed as open ended as opposedto limiting. As examples of the foregoing: the term “including” shouldbe read as meaning “including, without limitation” or the like; the term“example” is used to provide exemplary instances of the item indiscussion, not an exhaustive or limiting list thereof: the terms “a” or“an” should be read as meaning “at least one,” “one or more” or thelike; and adjectives such as “conventional,” “traditional,” “normal,”“standard,” “known” and terms of similar meaning should not be construedas limiting the item described to a given time period or to an itemavailable as of a given time, but instead should be read to encompassconventional, traditional, normal, or standard technologies that may beavailable or known now or at any time in the future. Likewise, wherethis document refers to technologies that would be apparent or known toone of ordinary skill in the art, such technologies encompass thoseapparent or known to the skilled artisan now or at any time in thefuture.

The presence of broadening words and phrases such as “one or more,” “atleast,” “but not limited to” or other like phrases in some instancesshall not be read to mean that the narrower case is intended or requiredin instances where such broadening phrases may be absent. The use of theterm “module” does not imply that the components or functionalitydescribed or claimed as part of the module are all configured in acommon package. Indeed, any or all of the various components of amodule, whether control logic or other components, can be combined in asingle package or separately maintained and can further be distributedin multiple groupings or packages or across multiple locations.

Additionally, the various embodiments set forth herein are described interms of exemplary block diagrams, flow charts and other illustrations.As will become apparent to one of ordinary skill in the art afterreading this document, the illustrated embodiments and their variousalternatives can be implemented without confinement to the illustratedexamples. For example, block diagrams and their accompanying descriptionshould not be construed as mandating a particular architecture orconfiguration.

What is claimed is:
 1. An engine, comprising: a piston assemblycomprising: a first piston, a second piston, and a piston rod thatcouples the first piston and the second piston, wherein the pistonassembly is configured to move linearly; a main cylinder comprising: acombustion section in contact with a front side of the first piston, anda combustion back section in contact with a back side of the firstpiston; and a gas bearing along which the piston rod is arranged tomove.
 2. The engine of claim 1, wherein the combustion back section isconfigured to be maintained at or near atmospheric pressure.
 3. Theengine of claim 1, further comprising a gas seal configured to sealbetween the piston rod and the main cylinder thereby sealing the gas inthe combustor back section from outside of the main cylinder.
 4. Theengine of claim 3, wherein the gas seal is affixed to the main cylinder.5. The engine of claim 1, further comprising an outer cylindercomprising: a driver section in contact with a front side of the secondpiston; and a driver back section in contact with a back side of thesecond piston.
 6. The engine of claim 5, wherein the driver sectioncomprises a gas spring comprising a volume of gas.
 7. The engine ofclaim 5, further comprising one or more driver gas exchange ports. 8.The engine of claim 5, further comprising a linear electromagneticmachine (LEM) arranged between the main cylinder and the outer cylinderconfigured to directly convert kinetic energy of the piston assemblyinto electrical energy.
 9. The engine of claim 8, wherein the LEMcomprises: a stator; and a translator attached to the piston assemblyconfigured to move linearly relative to the stator.
 10. The engine ofclaim 8, wherein the LEM is configured to convert at least a portion ofthe kinetic energy of the piston assembly into electrical energy duringan expansion stroke of the engine.
 11. The engine of claim 1, whereinthe engine is configured to operate with a variable compression ratioless than or equal to a variable expansion ratio.
 12. The engine ofclaim 1, wherein the engine is configured to operate with sparkignition.
 13. The engine of claim 1, wherein the engine is configured tooperate with compression ignition.
 14. The engine of claim 1, whereinthe main cylinder further comprises: one or more intake ports; and oneor more exhaust ports.
 15. The engine of claim 14, wherein the maincylinder further comprises an injector port.